If anything, the estate version of the new A4 is even more desirable than the saloon with its winning combination of style and practicality.

You'd have to go a long way to find anyone who'd opine that the outgoing A4 Avant looks either dated or anything other than smart. But here's a new one. And it's more modern, more smart. But not by much, obviously. No need to upset any applecarts; the old car amounted to nearly half of all A4s sold, so Audi knew there wasn't a lot wrong with the formula.

Besides, there's subliminal synergy between the all-loads practicality of a five-door and the all-roads security of four-wheel drive. A quattro Avant struck a well-harmonised chord: it looked so good you wanted it, and then you could find a stack of sensible reasons why you needed it.

This isn't to say the old car had no areas in need of help, and Audi has wisely zeroed in on those. The A4-generic matters mainly concern handling, ride and performance. The Avant-specific stuff is about adding space out back. The Avant is now a pretty useful estate, thanks to a wider loading aperture, less intrusive suspension and, in seats-down mode, a properly flat floor. The floor itself folds to make a useful divider, and removes to reveal a muck-proof plastic tray.
 

The 'secret compartment' twixt tray and removable floor is almost the entire boot floor in extent but only an inch or so in depth. Not sure I can see the use of it myself; but maybe I don't have enough of an Audi lifestyle. Real Avant owners will need a home for, say, particularly valuable dry cleaning.

Or a medium-sized postmodern canvas, unframed. Given that the old A4's driver's post was pretty well peerless in its quality and simple elegance, you won't be surprised to learn the new cockpit is little changed. A tad more of a 3D effect to the instrument pack, a mite more sculpting to the dash: they're the sort of changes that seem trivial but are no doubt the result of thousands of hours' debate and chin-scratching at Audi Design.

No, it was the engineers who had the chance to get creative, switching the suspension to aluminium, changing the rear chassis design completely and giving most of the engines a thorough workover. In growing from 2.8 to 3.0 litres, the V6 has switched to an aluminium block and acquired a balancer shaft, plus variable phasing for all camshafts.

It still has five valves for each cylinder. The output figures are competitive with Jag and BMW sixes of the same size, but the Audi is softer in character. You drive it on the ample torque. It doesn't have its rivals' appetite for revs, and even if you do spin the crank it doesn't quite sing or zing like they do. The tiptronic autobox doesn't help, knocking the 0-62 time back from 7.3sec to 8.9.
 

It shifts smoothly and has five speeds, but they're so widely spaced it's like driving an eight-speed with third, fifth and seventh gone missing. I have a feeling there's a fine chassis somewhere in the A4 range, but I haven't yet driven it. The car I tested, on the £900 'sport' package, comprehensively eliminates the chronic Audi ailments of pitch and heave.

It's well damped and a lot more agile. But the ride is too stiff and there's still not quite the communication you'd hope for. Standard springs are the better compromise. Audi's suspension people could still learn a bit about combining suppleness with interactivity in an all-wheel driver.

But bin the autobox and strip away the sports suspension, and you'd be left with a very fine, rapid driving machine. The longer the journey, the trickier the weather, the better it gets. The entire car oozes the same kind of strength in depth, and there's always reward for time spent picking over the understated fastidiousness of its design, the obsessive quality of its execution. It's a decent evolution, a fine car -and so a pretty good price.

PAUL HORRELL

AUDI A4 3.0 QUATTRO AVANT
PRICE £25,970
ENGINE 2976cc dohc 30V V6, 220 PS, 221lb ft
PERFORMANCE 150mph, 7.3 sec 0-62mph, 25.2mpg, 269g/km CO2
ON SALE IN THE UK Now
RATING ****

© Emap Automotive 2001. First published in Car magazine.

 

The Avant’s outright capacity isn’t huge, but the load bay has a clean shape and comes with load hooks, a power socket and a dividing net to make the most of the space. There’s even under-floor storage and a reversible boot floor to stop a wet dog making a mess.

As with the saloon, the build quality is impeccable throughout and the materials used are top-notch. Superb flexibility and masses of low-down muscle supply plenty of shove, while the fuel economy is outstanding at an average 50.4mpg.

After three years our chosen SE model should still be worth a highly respectable 57% of its original price.

What we really like about this car: It sacrifices nothing when it comes to style, quality or image.
 

Audi, Lexus, MG and Saab are all trying to strike a happy balance between what's satisfying to drive and what's practical with their new or revised lifestyle estates.

Advertising, Lesson one: create a perceived need and then sell to it. Your cat isn't fat enough: feed it FatKat. Your washing isn't shiny enough: rinse it in DayGlo. Your lifestyle isn't rugged enough: erm, buy an Audi A4 Avant.

Slight leap of logic, granted, but the game has moved on. Back in the dark ages, advertising operated by simpler rules; the MG Midget was seen as the car to pull the sort of girls of whom mother wouldn't approve (AA mechanics, presumably). Nowadays the message has been reworked. It's no longer as blunt as 'buy this product and women will sleep with you'. Rather it's 'buy this product and women will think you're super-fit with a dynamic outdoors lifestyle – and then they'll sleep with you.'

Pretty subliminal, eh?

Not that, as an intelligent, discerning CAR reader, you're ever going to take such claims seriously. If you do spend your weekends bear surfing or rock baiting, then buy something bigger, bolder and considerably more battered than a 'lifestyle estate'. Audi promises that the A4 Avant was designed by a motocross rider, a glider pilot and a canoeist. Which is all well and good, but along with its premium estate rivals, it's going to be group tested by a confirmed coach potato.

This month we've assembled a red – faced embarrassment of riches. Most group tests feature at least one long-established benchmark, but this time we've got four brand new cars: A4 Avant, Lexus IS300 SportCross, Saab 9-5 Aero estate and MG ZT-T.

Granted, the 9-5 is just a moderate facelift of a familiar car, and we've already met the MG's frumpy Rover 75 Tourer sister.

But in terms of shiny newness, all our contenders are as fresh as it gets.

Some introductions are therefore in order. With the SportCross, Lexus is entering virgin territory, not least in matters of syntax. Having kept rigidly to the spacially segmented saloon proposition for a whole decade, the company has suddenly started fingering pies. In the last year we've already met the bland-but-good RX300 off-roader and the opulent SC430 convertible. Now we're getting a funked-up IS-based estate with a heavy dose of inevitable lifestyle message. Power comes from a slightly downtuned version of the GS300's 3.0-litre straight six engine, with 211 PS and 212lb ft, thrust directed to the rear wheels via a compulsory five-speed autobox. List price is a steep £28,450, but standard equipment is comprehensive:

leather, multiple airbags, cruise and climate controls, electric sunroof and alcantara door trims. Add metallic paint (£385) and DVDsat-nav (£3790) and the total is £32,615.
Picking an A4 Avant to match the Lexus meant heading straight to the top of the pile: a 3.0 quattro in chunky sport trim.

Power comes from a 30-valve V6 with variable valve timing, producing 220 PS and 221lb ft. Drive is sent to all four wheels via a torsen diff and, on our test car, the optional five-speed 'Multitronic' autobox. At £28,720 before options, the Audi looks like surprisingly keen value, and standard equipment includes climate control, sports seats, six airbags and ESP. Thing is, despite another £3000 of extras (alcantara trim, cruise control, metallic paint, bigger alloys) the Avant is still noticeably down on kit compared with the Lexus.

In size terms, the Saab 9-5 is half a class up on both Lexus and Audi, sort of BMW 4-series-ish. But on both price and performance, its place here is earned: £30,135 buys you 250 PS and 258lb ft of torque from the 2.3-litre 16-valve turbo four.

Drive is to the front wheels via the new, optional five-speed autobox on our test car. And standard kit is comprehensive:

climate, cruise, leather, loud stereo and ESP. The only options on our Aero were metallic paint (£485) and front/rear seat heaters (£335), giving a total of £30,955.

Rationally, the MG ZT-T is fighting well beyond its weight in this company – way down on power and kit. The 2.5-litre KV6 engine gives 187 PS and 177lb ft, the least here, with the torque peak arriving at a high 4000rpm. Yet in terms of dimensions the ZT-T is right up there – almost as big as the 9-5. And at just £21,445, it stands out as a conspicuous bargain. Our test car was optioned with half-leather seats, climate control (upgraded from basic air-con), xenon headlamps and satellite navigation – a £4675 supplement – but the revised total of £26,120 is still four grand clear of any of our other contenders.

The ZT-T is the only car here with a manual gearbox, MG being unable to supply a slushmatic test car.

FIRST, LOOKS AND PRACTICALITY. Remember, you're buying these cars for more than their raw capacity, but they still need to provide some justification via utility. The A4 Avant's aesthetics are somewhat conservative but there's a fundamental rightness in the shape and positive feature lines down its flanks. It's not particularly large, but internal space is used efficiently. You get lots of toys, a load space cover, lift-up boot and a l2V power supply with which to energize any outdoor accessories. Accommodation is good, with reasonable rear occupant space, thanks to the slimline front seats. And, inevitably, the sense of build integrity is high.

The 9-5 estate's blocky form is instantly familiar, the facelift has been more of a tickle than a slap, but the new light treatments front and rear lend some contemporary vibes. In space terms the Saab walks it. It's a full foot longer than the Lexus and the Audi, with more luggage and passenger space in consequence. Indeed, collapse the rear seats and you're getting close to Volvo V70 internal volume. There was no sign of cargo nets, lashing eyes or the useful sliding boot floor on our test car, though.
Saab reserves them all for the options list. Still, you do get a folding load space cover and a clippable vertical cargo net to protect passengers from flying luggage. The ZT-T is probably the best-looking Rover 75 derivative yet. It takes the 75 Tourer's pleasing proportions, loses the cheesy wood 'n' chrome and gains an aggressive, low-slung stance on the standard 18-inch alloys. The MG is almost up with the Saab on external dimensions, but poor internal packaging means it feels no more spacious than the Audi on the inside. Load space is reasonable, but rear passenger accommodation is tight due to the fat front seats. There are plenty of luggage space gizmos with which to distract yourself: lashing eyes, gas strut-assisted lift-up boot floor, load space cover and cargo nets, separately opening tailgate glass and even hydraulically damped folding 'curry hooks' to clip bags of shopping upright There's a reasonable amount of underfloor space, but only because the MG's spare wheel aperture goes unfilled; all you get is a compressor and tub of squeezy-seal.

The Lexus does least well in the looks department. The new, deeper front bumper is butch enough, but the side-on proportions don't quite work, the boot too squashed and distorted. The SportCross looks like a median point between hatchback and true estate. Interior space is also relatively tight, there's no more luggage space than a mid-sized hatchback and rear passengers get the rawest deal here. Still, there are lashing eyes, stowage nets and a small underfloor storage area, and you can fold the front passenger's seat flat to accommodate longer loads.

In terms of driving, the Saab is least worried about the whole sharp-handling zeitgeist and emerges a better car because of it. Steering has been slightly loosened over the old 9-5, and torque steer has been banished in consequence. The Aero feels solid, planted and mature. Our test car's autobox probably helped to calm the some-times boosty power delivery. It's an okay transmission, but doesn't feel fully optimised around the car, with occasional low-speed clunks and some very imaginative hard-use kickdown. You don't get any tiptronic-style control of gears, only an old-fashioned 'lockdown' selector.

Performance is excellent, plenty of easily accessed torque making overtaking suitably effortless. The Saab's suspension is soft, but the dampers are keen and broken-road refinement is very good. Noise insulation is reasonable, although there's more road hum than in the A4 and IS300. And although cornering naturally ends in steady understeer, there are some strange back-endy sensations on crests and under very hard braking, the rear suspension presumably set stiff for big payloads. Still, keep the standard-fit ESP on and it gets defused in realtime.

The Aero isn't a car you choose to drive at 10/10ths; the natural pace is relaxed fast rather than white-knuckle. But the super-comfortable driving position makes this the best car here in which to spend serious time; your bladder gives out before your back does. The layout of the controls is good, but the plastic-looking dashboard and mismatching backlighting colours put it behind our other contenders on subjective quality.

In terms of dynamics, the Lexus's case improves. Steering is keen, cornering accurate and body control good -although the low-profile tyres corrupt the low-speed ride noticeably. The 3.0-litre engine is smooth and happy to rev, although there isn't much bottom-end torque. Despite the power figures, the SportCross is no match for the A4 (or a BMW 330i) in terms of raw performance; the autobox gets in the way, with an early change-up mismatched to sudden kickdown. Despite the promise of DIY gear selection, the '+' and '-' buttons on the steering wheel are nothing more than a tarted-up 'lock-down' facility; all you do is determine the Lexus's highest available ratio, and the car then chooses between those left available.
The SportCross is keen to corner and grip levels are reasonable. The rear-driveness is effectively undetectable on all but the most slippery tarmac, back following front faithfully even with the traction control deactivated. The seating position is reasonable, but the seats start to bite your upper back after an hour or so, and the dash-board is over-buttoned and slightly confusing, though plastic and trim quality feels high.

The Audi's tight styling, low stance and big toys have you anticipating a great drive. Sadly, it doesn't quite arrive. On smooth tarmac the A4 is superb – absolutely composed and, but for an irritating wind rush from the tops of the doors, whisper quiet. Cornering is flat and accurate, grip levels high and the automatic gearbox happiest when it's slurring its way between ratios.But the A4 doesn't like bumps. Okay, the sports suspension and upgraded alloys don't help. But on rougher roads the Audi's ride quality is well inside poor and close to downright bad, with lots of vertical motion and the strong ensation of stray momentum. Comfort levels are quickly breached and you're forced to slow down to restore equilibrium. The engine is genuinely lovely, though. It needs to be wound up for serious effort, but sound and feel are the best here.

The A4's driving environment is a winner. But for fiddly climate control buttons, this is a cabin to seriously rival the BMW 3-series on quality and ergonomic rationality. Instruments are super-clear, the seats are comfortable and the driving position is adjustable to suit virtually all sizes. For everything except back-road driving, the Audi is the finest car here. Whereas the MG ZT-T shows us that estate cars can offer dynamic reward away from the straight and narrow. There are no halfway compromises here; handling clearly outvoted ride comfort on the design brief and there's no attempt to simultaneously possess and consume cake. Ride quality is tolerably poor, with high-frequency harmonics at speed and a tendency to pick up every bump and flaw.

But get to a back road and the ZT-T gels. Steering is direct, there's feedback to tell you what the front wheels are up to, and the proportional throttle and well-weighted brakes introduce dynamic cues our other contenders simply do without. The ZT-T grips up to its high limits, then either understeers or tightens its line progressively at your behest. Sure, it's slower than our others, but the engine likes to rev and you don't mind stirring the ratios to make progress. It's not perfect, but the MG possesses genuine enthusiasm for a moderate roasting.
The MG's seating position is good, although the sport chairs are rather too squeezy over prolonged exposure. Switch positioning is rational and the internal plastics feel like they're of a higher grade than those in the Saab.

Distilling this lot in to a conlcusion is not easy. There are serious issues with declaring the MG a winner simply as it's not really competing in the same segment. People considering the Lexus or Audi are unlikely to look at something as offbeat as the MG. Thing is, for anyone wanting a sports estate that's genuinely fun to drive, the ZT-T is the choice of this field: similar space, 90 percent of the performance and a third trimmed off the price tag. We're seriously tempted, so let's try some elimination.

Picking the loser here isn't hard. Sorry, Lexus, but the IS300 seems less than the sum of its well-engineered parts. It's well made, well equipped and amusing to drive, but it's down on space and we can't get fond of the amorphous styling. And the Saab also drops out. A fine car and, post-facelift, an improved one. But the age of the underpinnings is increasingly obvious, and the Saab feels a generation removed from our other contenders. The pliant driving experience makes it the choice for relaxing progress, and if you want to cover serious mileage, or need big space, the Saab is still worth serious consideration.

Which brings us to our cop-out split verdict. The Audi wins on looks, image, refinement and all-round ownability. The MG wins as a dynamic experience and as a conspicuous bargain. The Audi requires almost no sacrifices. Apart from the sometimes poor ride it's a consummate all-rounder - comfortable, fashionable and useful. The MG is a car you need to adapt around and, sometimes, make excuses for.

But it rewards you well for doing so. Each is good at different, opposing things and we can't split this equation into a lower denominator than that. Pay your money, take your choice.

© Emap Automotive 2001. First published in Car magazine.
 

BMW too vulgar? Try the marque of distinction (Filed: 14/11/2000)   With the new A4, Audi has created a convincing alternative to the BMW 3-series. Peter Dron reports   AUDI has cornered the market for ostentatious discretion. And the clever subliminal message signalled by purchasing one of the Ingolstadt company's products ("Look at me - I might be well off, but I'm not flash") is carried further in the new A4 saloon, which goes on sale next March. The new A4 is far tauter and more responsive than its predecessor, with an appealing blend of qualities The new model is totally altered externally, but the effect is cautious and evolutionary; it looks more like its A6 big sister than its predecessor, especially in its frontal aspect and wheel-arch design. One can almost hear buyers saying, "I could afford an A6, but this is so much more sensible." What this will do for A6 sales remains to be seen. The only gratuitous ornamentation is to be found under the bonnet. The A4's various engines have been studiously "dressed", with bright red spark leads for the four-cylinder petrol engines standing out like wide-boy braces under a sombre suit. Unlike the A2 at one end of the range, and the A8 at the other, the A4 continues to have a pressed-steel body, although many components, especially in the suspension, are constructed in aluminium-alloy. We must wait for an alloy-bodied A6 before we can have an alloy-bodied A4. On a wheelbase extended by little more than an inch, the new car is longer and wider than its principal rivals, the BMW 3-series and Mercedes C-class. For sheer quality of materials and construction, Audi has set new class standards with this interior. A new anthropometric computer program called RAMSIS was used to match interior dimensions to accommodate everyone from the short and slender to the long and wide; well almost. The driving position is superb and the new seat design (the basis for all future Audi seats) impeccably supportive, though I found the leather version less comfortable than cloth. Nice-looking leather, though. Nevertheless, there are two major disappointments about the interior. First, the three-seat rear is cramped for heads and knees. As it started with a clean sheet of paper, Audi might have done better, but a limiting factor must be its persistent preference for longitudinal engine installation. Even RAMSIS cannot sort this one out. Second, although the red-lit switchgear is aesthetically pleasing, it is fiddly in practice. While the air-conditioning is highly efficient, for instance, it would be impossible to hit the recirculation button without taking one's eyes off the road for longer than is desirable - even with the benefit of daily familiarity. A more minor gripe is that, as always in luxurious German cars, the optional polished wooden inserts are only a degree short of hideous, although the less expensive aluminium-alloy alternative is superb. Despite its relatively small opening, the wide, deep boot provides generous luggage capacity, even though the split rear seats do not fold fully flat. The above comments apply to all versions of the A4; the range includes naturally aspirated and turbocharged four-cylinder petrol engines (2.0 and 1.8T respectively), a new three-litre V6 and two turbodiesels, the 1.9 TDI (four-cylinder) and the V6 2.5 TDI. All variations can be supplied with the quattro four-wheel-drive system. Since it will be the biggest seller, I concentrated, in the limited time available, mainly on the front-wheel-drive 2.0-litre petrol model. Dynamically, many Audis have been disappointing in the past, but the new A4 is far tauter and more responsive than its predecessor, with an appealing mix of qualities. It still cannot deliver the sporting excitement of the 3-series but, as it is aimed at a significantly different type of customer, that perhaps does not matter. In any case, it combines a comfortable low-speed ride with admirable ability to hustle along winding roads. The ESP (Electronic Stability Program) system maintains the chosen direction by tightening the line where necessary, aided by accurate steering that has just the right level of assistance. Pushed really hard, despite ESP, the inner front wheel will tramp slightly. Occasionally, when given the combination of (a) an extremely tight hairpin and (b) a throttle, the system responds by electronically deleting (b), as if to say, "Think about it". With ESP switched off, understeer is more evident but still not excessive. I kept it on permanently after a few experiments and found the car was not only quicker through most corners, but also more rewarding. And probably safer, too. The brakes are powerful, with an anti-lock system that intervenes only when necessary. Thanks to good design and Lanchester-type harmonic balancer shafts, this is among the smoothest and most refined four-cylinder petrol engines on the market. Its performance (0-60mph in about 9.5sec, with a top speed of 129mph) and economy (24.8mpg in the EU's Urban cycle) are both competitive in the class. If I were buying an A4 with my own money, however, I'd spend it instead on the 1.9 TDI, which offers virtually identical outright performance but substantially stronger mid-range punch (thanks to 210lb ft of torque from 1,750rpm). You don't need to change gear so often, plus, of course, its fuel economy is far better. I drove BMW's 320d on the same roads last year; on paper the performance of the two cars is almost identical, but subjectively the A4 turbodiesel felt more lively, despite its greater weight, perhaps because of better gearing. The new V6 petrol engine performs well, but the chassis balance is slightly impaired by the extra weight over the front wheels. Perhaps the quattro version will be more satisfactory in that respect. I found the five-speed manual gearbox perfectly acceptable, but not on the same level as BMW's standard-setter. Prices have yet to be announced, but Audi is promising cuts of 5-9 per cent from comparable outgoing equivalents (although there is none in the case of the 2.0 - its price tag is unlikely to be below £20,000). Even a hardened 3-series fan (like me) must admit that Audi at last offers a truly convincing, and very different, alternative. Avant (estate) and convertible versions of the A4 will follow, although a new high-performance RS4 is not yet planned. Audi A4 2.0 Price/availability: to be announced, but unlikely to be less than £20,000. On sale from March 1, 2001. Engine/transmission: 1,984cc in-line four-cylinder 20-valve petrol; 129bhp at 5,700rpm, 144lb ft of torque at 1,750-2,500rpm. Five-speed manual gearbox/six-speed Multitronic, front-wheel drive. Performance: top speed 132mph (Multitronic 127mph), 0-62mph in 9.9sec (10.2sec), EC Urban fuel consumption 24.8mpg (25.9mpg). Worth considering: BMW 318SE, from £20,130. Mercedes-Benz C180 Classic, from £20,740.

© Copyright of Telegraph Group Limited 2003.

Audi A4 ranks as a driver's car

By Paul and Anita Lienert / Special to The Detroit News

    If you’re lucky enough to be shopping in the segment that includes the BMW 3-Series and the Mercedes-Benz C-Class, it’s probably smart to check out what might be a surprising competitor — the all-new 2002 Audi A4.

    Audi executives insist the new A4, which starts at $24,900 for a base model, is positioned to become a legitimate contender to those powerful German marques.

    Anita seems sold on that argument that the A4 has crossed into true luxury territory. But Paul is less convinced. We tested the A4 with the 1.8T CVT engine and a sticker price of $29,950.

    She: Hmmm, let me guess. The guy who FedExed me a box of his dirty laundry from the West Coast this week is about to make the argument that the A4 is too expensive. Whatever happened to scrounging up a quarter and finding a Laundromat?

    He: Honey, I didn’t know how else to send you that bar of soap that I swiped from the hotel room. But I have to tell you that a sister vehicle of the A4, the Volkswagen Passat, offers more car for less money. The most important thing for long-legged guys like me is room. There’s just not enough of it in the A4, either in the driver’s seat or the rear.

    She: Yes, but the A4 is such a gorgeous piece of machinery. I love its clean, uncluttered look with touches like exposed dual exhausts, fender flares and an angular rear end. And Audi widened the A4’s track. It looks substantial without appearing overweight or bulky. Don’t forget you can order one with Quattro all-wheel drive, too. We drove the front-wheel-drive model with the new continuously variable transmission. The base A4 is aimed at thirty-somethings who make about $80,000 a year. Audi describes them as “self-directed high achievers.” The company doesn’t talk about their FedEx habits, however. But I bet when they send packages to their significant other, they don’t include sweaty socks.

    He: Oh, don’t try to soft-soap me. That CVT is pretty interesting. It’s an automatic transmission with an infinite variety of gear ratios, so you’re always in the right gear, no matter what the engine or vehicle speed. With the turbocharged 1.8-liter four-cylinder engine, we noticed a slight lag when you first step on the throttle, but the engine/transmission combination otherwise is pretty smooth.

    She: I was impressed with the standard safety features on the A4, especially side air bags for the front passengers, as well as side air curtains. You can also order side air bags for the rear. One of the best safety features, of course, is all-wheel drive. But even our front-wheel-drive model comes with standard ESP, which stands for electronic stabilization program. In other words, stability control, which keeps the vehicle from sliding or fishtailing in bad weather or on slippery pavement.

    He: If you’ll allow me one more small gripe, I really like the soft red backlighting at night on the instrument panel. But now that my eyes are starting to age, I find it a little more difficult to decipher all those tiny switches and dials in the center console when it’s dark.

    She: Almost as difficult to see as those little boxes on the FedEx receipt. We had several options on our test vehicle, including heated front and rear seats which seem well worth the extra $525. Our test vehicle also had the $1,000 sport package, which includes 17-inch performance tires, alloy wheels and specially tuned suspension. I thought the ride was a little harsh, but the A4 seemed really nimble and easy to maneuver.

    He: Like all Audis, the A4 is really a driver’s car. And this new one is a pleasure to take out on the open road. It looks beautiful inside and out, and it’s one of the most responsive sport sedans in the class. I’d prefer the standard five-speed manual transmission — a six-speed if you order the A4 Quattro with the 3.0-liter V-6 — and I could do without the $1,000 power sunroof. Otherwise, this is pretty much how I’d spec out my car if I were ordering an A4.

    She: I’m crazy about Audis because they’re just a little bit different from the mainstream. Classy and high-tech and yet comfortable. The A4 is one of the most intriguing sedans of the 2002 model year — a great buy in the under-$30,000 category.

    Anita and Paul Lienert are partners in Lienert & Lienert,
a Detroit-based automotive information services company.

New Audi A4

An aluminum suspension, a low Cd figure, two newly designed engines, multitronic CVT (continuously variable transmission), and a very clear family resemblance to its larger brethren distinguish Audi's new compact sedan. An Avant (station wagon) version will follow soon.

Audi's 2001 A4.

In contrast with the launch of its radically designed all-aluminum A2, Audi has chosen to tread a more cautious, evolutionary path with the new A4 (BMW did much the same with its rival 3-Series); however, compared to its predecessor, the A4 has sharper styling and a rising shoulder line that give it a wedge shape. The A4 made its public debut at October's Berlin Motor Show and goes on sale in Germany in January 2001. "Clarity and precision" were the guiding elements of its styling, with "a reduction in the number of chosen lines and creative devices" being a "crucial technique" used by the design team, according to Audi.

The car's dimensions include an overall length of 4547 mm (179 in), which is 69 mm (2.7 in) longer than the outgoing model. At 1766 mm (70 in), it is 33 mm (1.3 in) wider and, at 1428 mm (56 in), is 13 mm (0.5 in) higher than the outgoing model. The interior has Audi's established wraparound effect. The general layout of the dashboard looks familiar, but everything has been redesigned, according to the company. A large central information screen is placed ahead of the gear selector but is fairly low; as with the strategies of most manufacturers, the high position of the air vents in the A4 has a major effect on ergonomics. With a wheelbase stretched 33 mm (1.3 in), the new A4 has more interior space. Rear-seat knee room, a point of criticism on the old model, is improved by 41 mm (1.6 in). Trunk space has also increased.

The car's body structure is 45% more rigid than that of the previous A4. Although Audi now has two aluminum models, the A2 and A8, the company believes that weight "can also be reduced effectively" using modern steel construction. The A4 has a unitary steel structure with integrated aluminum components. The percentage by weight of aluminum, magnesium, and plastics has risen significantly, while the proportion of steel and iron has been reduced by about 7.5%. A significant element in saving weight is the use of high- and ultra-high-strength sheet-metal panels, which make up about 45% of the body shell weight. These panels are used mainly at the front of the car to aid impact absorption.

Tailored blanks are used in the new car's floor area to contribute to efficient deformation. According to the company, large-format tailored blanks can be structured in such a way that high wall thicknesses are only used in areas subjected to particularly high loads. A reduction in weight and a rigid structure can thus be effectively combined. In all, 10 large tailored-blank components are used on the new A4.

Since the early 1980s when Audi produced the 100 sedan with a Cd of 0.30, the company has focused on aerodynamic efficiency, although it is not the overriding design element that it once was. However, the new A4 achieves a very creditable best (depending on model) Cd of 0.28, which is 0.02 better than its predecessor. Designers paid particular attention to underbody airflow and used a new wind tunnel at the company's Ingolstadt headquarters, which has a glass floor to help facilitate test work. The improvement in aerodynamic efficiency has led to a quieter interior, with noise levels down by some 3 dBA.

Engine changes for the latest A4 include a new 3.0-L V6 with five valves per cylinder producing 162 kW (220 hp). Peak torque is 300 N·m (221 lb·ft) at 3200 rpm. In front-wheel-drive and five-speed-gearbox form, this engine motivates the car from 0 to 100 km/h (0 to 62 mph) in 6.9 s.

Although the bore and cylinder angle of 90° is the same as that for the 2.8-L engine offered previously, the new engine is said to share only a few components with it. The 3.0-L aluminum-block engine features a balancer shaft, lighter pistons, continuous intake camshaft adjustment, exhaust camshaft adjustment, two-position variable-intake manifold, Bosch Motronic MW 7.1.1 with electronic throttle control, and compliance with EU IV emissions mandates.

The car will also be available with a new 2.0-L four-cylinder engine with five valves per cylinder and output of 96 kW (130 hp) and 195 N·m (144 lb·ft) at 3300 rpm. It has a two-piston variable-intake manifold and a balancer shaft. As before, the new car is also offered with Audi's long-established 1.8-L turbocharged unit producing 110 kW (150 hp). There are two TDIs in the range: a 2.5-L V6 producing 132 kW (180 hp) and 370 N·m (273 lb·ft) between 1500 and 2500 rpm mated to a choice of five- or six-speed gearboxes, and a 1.9-L four-cylinder with 96 kW (130 hp) and 285 N·m (210 lb·ft) available from only 1750 rpm. The latter uses high-pressure pump-injector fuel injection with injection pressure up to 205 MPa (29,700 psi).

The multitronic CVT (already described by AEI and sampled in an A6) with a torque capacity of 310 N·m (229 lb·ft) can cope with the new 3.0-L V6 engine. Unlike earlier CVTs, most of the performance parameters for an A4 fitted with the system are superior to those of an otherwise identical vehicle with five-speed manual transmission, according to Audi.

The interior of the new Audi A4 continues Audi's established wraparound effect for the instrument panel and doors.

Audi's weight-reducing campaign sees four-link front suspension in light alloy for the A4, saving about 8.5 kg (18.7 lb) and cutting unsprung weight. Front- and all-wheel-drive versions of the A4 have self-tracking trapezoidal-link rear suspension, which also uses light-alloy components. All A4 versions get an Electronic Stability Program as standard. Brake Assist, which increases brake pressure in an emergency, is also fitted. A head airbag system, which covers most of the side windows, is standard, and smart sensors provide front airbags with controlled activation.

Stuart Birch
 

Nothing like a test drive in a powerful and striking Audi to banish the winter blues. And generally speaking cars don’t come with much more power or panache than the Audi A4 Avant.

An estate model, the Avant arrived here at the back-end of 2001, bristling with high tech gizmos, a choice of nine engines outputs and class to burn. Like the hugely popular new A4 saloon, the Avant is quickly finding its feet - and capturing a healthy share of the niche estate market.

The petrol range includes a handy 102bhp 1.6 litre entry level plant, two new alloy block engines, a 2.0-litre in-line four-cylinder with 130bhp and a 3.0-litre V6 with 220bhp, plus Audi’s familiar turbocharged 1.8-litre, four-cylinder with 150bhp. TDI models are powered by either the acclaimed 1.9-litre unit in 100bhp or 130bhp form or the 2.5 TDI V6 with either 155bhp or 180bhp.

Our January test car, operated through a five-speed manual box, was diesel powered. So sweet and quiet, though, one was hard pushed to believe (apart from the extended refill intervals) that the 130bhp (96kW @ 4000revs) 1.9TDi with pump-injector direct injection wasn’t a souped-up petrol burner.

Buckets of torque, 285Nm from 1750 to 2500rpm translates into great pulling power at all speeds. Zero to 62mph run takes just 9.9 seconds. Top speed, Audi tell me, is an autobahn-blasting 127mph. Making for safe overtaking manoeuvres, speed upshift is rapid and evenly progressive.

A tank capacity of 70 litres means an operating range for the 1.9Tdi of almost 1300km (812 miles). Official figures are 62.8mpg for out-of-town (motorway cruising), 37.7mpg around town (not Dublin) - and a combined rate of 50.5mpg Lots of convoy-style driving, lots of roadworks and three-hours gridlock on the N4 (Enfield and the M50 roundabouts) to contend pushed our average return (one refill) for 1,009 miles down to 46mpg.

A new chassis design and a slick traction control system, does wonders for the Avant. Irish roads (need I tell you) are as bad as they come in third world locations. Yet, Avant proved adept and accomplished in all the necessary road-related skills. Sure-footed on acute or sweeping bends, roadholding, handling and ride comfort leave nothing to be desired.

Almost two metres long and, uniquely in this class, exactly one metre wide, the A4 Avant's load bay is also significantly more user friendly than before, thanks in part to the compact design of the rear suspension. Its sidewall now incorporates a lidded storage box, a storage net for oddments and a 12V socket, and beneath the floor is a ‘secret compartment' offering an additional 65 litres of space. The entire load floor can also be folded together, raised up behind the seats or removed completely to maximise overall capacity. The total cargo capacity with the 1/3:2/3 split seats in place is442 litres, and folding the seats down gives a maximum of 1,288 litres.

Priced from Euro34,675 (the 1.9Tdi 130bhp as tested costs Euro39,635), the A4 Avant is competitively priced vis a vis its closest prestige car rivals on the Irish market. Getting our thumbs up, we reckon the A4 Avant is well equipped, quietly desirable, and well capable of putting the skids under any comer.

 

©2002irishcar.com

The one they all want to beat
(Filed: 20/10/2001)
 

Competition for Audi's new A4 Avant, says Tony Dron, might lie within the company's own lower ranks
 

Audi is taking no chances with the new A4 Avant. The company claims to have invented the upmarket, compact estate car way back in 1968 and has grown accustomed to leading this coveted sector of the market in western Europe, selling more than BMW and Mercedes-Benz put together. But the opposition, especially BMW's 3-series Touring, has been closing in.

Audi wants to stay on top with this new, competitively priced estate version of the updated and well-received A4 saloon. Quite apart from its practicality, its looks or the driving pleasure it offers, Audi says that the new A4 Avant is the most tax-efficient car in its class and promises the best residual values. Plus, it has exceptionally clean engines, low running costs, long service intervals and a high degree of technical advancement.

There are no fewer than nine engines to choose from, six of them new. There are two- and four-wheel-drive models, five- and six-speed manual gearboxes, ingenious new Multitronic transmission options or, for the 3.0 quattro, the Tiptronic gearbox. Not to mention optional extras such as luxury and sports packages.

So great and mind-bogglingly complex is the range of options that even Audi can be caught out. According to the mass of small print in the official factory data, the 2.4 petrol job has a top speed of 223mph. These cars are quick, but not that quick. It's a forgivable error of translation as, obviously, it's a kph figure equating to 136mph, the actual top speed.

For some potential customers, there is a risk that by the time you have worked out all the variations available, a few years will have gone by and the model will have been replaced by something even more impressive and yet more confusing. For the motoring journalist, trying to compress such a stack of information presents problems of its own, but here goes.

There's a basic four-cylinder, 1,596cc petrol model, a range of punchy and economical turbodiesels, plus more petrol engines of increasing capacity up to the top-of-the-range, V6, six-speed, 150mph, 3.0 quattro. There is nothing yet to match the outrageous Audi RS4 of 2000, the world's fastest estate car at 169mph, but that may well come in time.

Four different examples of the new A4 Avant were available. I began with the 1.9TDI (130bhp), a front-wheel drive model with the new straight-four, direct-injection, turbodiesel engine. It gives a tremendous impression of punchy torque from low speeds and would have spun its wheels very easily from rest but for the ESP (Electronic Stability Program) traction control system. Without the ESP, there would really be too much torque for its front-wheel drive, making it something of a liability on slow, slippery roads but, with ESP, there is no problem.

Reasonably quiet, with barely noticeable turbo lag, the 1.9TDI does not sound very diesel-like. In fact, it doesn't make much noise at all. Under all conditions, this diesel is pleasing to use and the fuel consumption figures are very impressive for a car of this performance. Perhaps the 100bhp variant would make slightly more sense in normal use, but I must admit the extra 30bhp adds an entertainingly boisterous touch.

On paper, the 2.0-litre petrol-driven model is almost identical in performance to the 130bhp turbodiesel but, while being smoother and even quieter, it feels a bit soft. It lacks the strong torque at low revs of the 1.9TDI, which is, by comparison, akin to a lovable thug in a smart suit.

To obtain the extremely low emission figures that all these engines display, some pretty cunning software is employed. For this reason, the 2.0 petrol engine tends to hang on to its revs longer than expected when one changes up a gear. This mildly irritating trait, which minimises unburnt fuel mixture entering the exhaust, is much more apparent on the smaller engines.

Audi engineers say it is not so detectable when mated to the new Multitronic transmission, a sophisticated, continuously variable ratio system incorporating a lock-up clutch and DSP (Dynamic Shift Program). Without quite the same penalties to performance and fuel consumption associated with traditional automatics, this Multitronic sounds intriguing but was not available for assessment. It is optional on the 2.0, 1.8T and 2.4 petrol engines and the 2.5TDI diesel, at about £1,450.

Such is the performance of the most powerful models, the 2.5TDI quattro (180bhp diesel) and the 3.0 quattro (220bhp petrol), that they really do require the 4wd system for an added sense of security and balance, even in good weather. Quattro all-wheel drive systems, of course, are very much Audi's homeland, making light work of poor conditions or heavy towing duties.

These new Audis look good and seem supremely well constructed. The interiors are cleverly thought out and I found it easy to work out such things as the complexities of the seat and steering wheel adjustments, before reading the handbook. The new A4 Avant is slightly larger inside than the previous model. As in most high-quality modern cars, drivers of widely varying sizes will find their ideal driving positions.

Only in recent years has the industry woken up to this point but the new A4 is as good as any other. With the driver's seat set for me, I got into the rear seat behind it and found there was just enough room even for my 6ft 5in build. With the front seats in a normal position, rear seat leg room is more than adequate.

This is a typical Audi, attractively styled, logically designed, technically advanced, extremely well engineered and impressively fit for the purpose as a compact sports estate. While some other cars have greater driver appeal to the connoisseur of ultimate sports car handling, the sound German thinking behind Audi has produced a range of cars which tend to get the job done with disarming efficiency.

While A4 Avant prices are aimed aggressively at BMW and Mercedes-Benz, one just wonders whether a few sales might be lost to the lower ranks of its own Audi family of VW and Skoda models, simply because of price.

Audi A4 Avant

Price/availability: £18,770 (1.6) to £25,970 (3.0 quattro). On sale now.

Engine/transmission: 1,596cc, four-cylinder petrol; 102bhp at 5,600rpm, 109lb ft of torque at 3,800rpm. 1,984cc, four-cyl petrol; 130bhp at 5,700rpm, 143lb ft at 3,300rpm. 1,781cc, four-cyl petrol turbo; 150bhp at 5,700rpm, 155lb ft at 1,750-4,600rpm. 2,393cc, V6 petrol; 170bhp at 6,000rpm, 170lb ft at 3,200rpm. 2,976cc, V6 petrol; 220bhp at 6,300rpm, 221lb ft at 3,200rpm. 1,896cc, four-cyl turbodiesel; 100bhp at 4,000rpm, 184lb ft at 1,900rpm. 1,896cc, four-cyl TD; 130bhp at 4,000rpm, 210lb at 1,750-2,500rpm. 2,496cc, four-cyl TD; 155bhp at 4,000rpm, 229lb ft at 1,400-3,500rpm. 2,496cc, four-cyl TD; 180bhp at 4,000rpm, 273lb ft at 1,500-2,500rpm. Five-speed gearbox, front-wheel drive (1.6, 1.8T, 2.4, 1.9TDI, 2.5TDI) or four-wheel drive (2.0, 3.0 quattro, 2.5TDI quattro); six-speed gearbox (2.5 TDI, 2.5TDI quattro, 3.0 quattro).

Performance: 1.6: top speed 116mph, 0-62mph in 13.2sec, EC Urban fuel consumption 25.9mpg. 2.0: 129mph/10.2sec/24.6mpg. 1.8T: 136mph/9.1sec/25.0mpg. 2.4: 139mph/9.0sec/20.6mpg. 3.0 quattro: 150mph/7.3sec/17.8mpg. 1.9TDI (100bhp): 119mph/12.5sec/40.4mpg. 1.9TDI (130bhp): 127mph/10.1sec/40.4mpg. 2.5TDI (155bhp): 136mph/9.6sec/28.8mpg. 2.5TDI quattro: 138mph/8.7sec/25.5mpg. With Multitronic: 2.0: 126mph/10.5sec/37.7mpg. 1.8T: 134mph/9.5sec/24.8mpg. 2.4: 136mph/9.2sec/20.9mpg. 2.5TDI (155bhp): 132mph/9.7sec/30.4mpg. With Tiptronic: 3.0 quattro: 147mph/8.9sec/17.7mpg.

Worth considering: Alfa Romeo 156 Sportwagon, from £15,620. BMW 3-series Touring, from £20,990. Ford Mondeo V6 Estate, from £20,895. Mercedes-Benz C-class, from £22,090. Rover 75 Tourer, from £17,445. Skoda Octavia Estate, from £11,185. VW Passat Estate from £15,445. Volvo V40, from £15,345.

Audi A4 Avant

The impassioned way of putting one's money in 4.5 metres of car is how "Auto Bild" describes both exclusive estate cars, the Audi A4 Avant 3.0 quattro and the Mercedes C 320 T 4Matic. Audi already has many years of experience in four-wheel drive, whilst Mercedes is offering this form of drive for the first time in the C-class. Both vehicles convey an unobtrusive elegance, the cabin impresses with the finest of cloths and materials, especially the Audi. Frail hinges are annoying on the Mercedes. The luggage compartment resembles more of a jewellery casket, where the baggage is pushed over a Nirosta threshold and placed on elegant carpeting. If the two vehicles resemble each other up to this point, they differ all the more with the four-wheel drive. The Audi distributes its drive forces variably at 25 to 75 % on one axle. The Mercedes on the other hand rigidly applies 40 % to the front and 60 % to the rear, the rest is controlled through electronics. The A4 quattro is thus also clearly the better car on difficult terrain such as snow and ice. The Audi also has a more sporty performance and a convincing price advantage of 5,462 EUR.

Auto Bild 04.10.02/p. 22-27

Audi A4 Avant

The Audi A4 Avant is an estate car par excellence. In a comparison test with the Alfa Romeo 156 Sportwagon it is therefore far superior, although the Alfa has the more powerful diesel engine, a 2.4-litre unit. The A4 Avant is powered by a 1.9-litre engine that produces 310 Nm at 1900 rpm, an absolute torque phenomenon. In terms of handling, the two vehicles are equally attractive, but the Audi come out on top thanks to its comfort and high standard of driving safety, especially as it is also considerably more economical – 5.7 litres per 100 km compared with 6.8 litres for the Alfa. The interior is absolutely striking, and remarkable for the level of high quality that we have come to expect of Audi.

auto motor und sport 18.09.02/p. 40-46

Audi is proud to present the most attractive and modern interpretation of the Avant concept so far: the new generation of the A4 Avant is entering the market. The new A4 Avant has a clear pledge and commitment right from the start: to set the benchmark in the upmarket estate car segment by combining design and performance, elegance and versatility more than any other car in this segment. Beautiful estate cars are called Avant. And this name has already been acknowledged for a long time as the epitome of attractive design. Indeed, about 40 percent of the customers of the previous A4 Avant state that the design of their car was their first and foremost purchasing motive - a percentage far greater than with the competition. This success clearly gives Audi a commitment for the future in general and for the new model in particular. The new A4 Avant re-affirms this famous name. Like the current A4 saloon, the new Avant is characterised by purest clarity in design. Features typical of Audi design are the high waistline and the discreet wedge shape - the car certainly offers a unique standard of harmony in design continuing consistently throughout the interior.

An important point is that the new Avant also offers more space and functionality. Its character is likewise borne out by cutting-edge technology such as the continuously variable transmission multitronic and the widely praised aluminium suspension of the A4 saloon. Petrol and TDI engines combining superior power with equally superior fuel economy, finally, ensure the dynamic performance so typical of the brand. The definition of a new segment - precisely this was the successful achievement of the previous A4 Avant presented by Audi in 1996 and finding more than 300,000 customers in Western Europe alone. The name "Avant" is acknowledged as the synonym for the compact upmarket estate. And this success is clearly borne out by hard facts and figures: the Avant's share in the overall production of the Audi A4 so far is 44 percent, much greater than the share of other estate cars in the premium segment.

More space, greater versatility

Through its dimensions alone, the new A4 Avant confirms the quantum leap from the "old" to the new generation. Overall exterior length of the new A4 is 4.54 metres. The wheelbase is 33 millimetres longer than on its predecessor, and particularly the passengers at the rear benefit from 43 millimetres more kneeroom. The increase in width to 1766 millimetres also means a lot more comfort for the passengers, the passengers at the front benefiting from an extra 17 millimetres and the passengers at the rear from an even more significant 29 millimetres more elbow room. The smooth, flat luggage compartment with a loading width of exactly 1000 millimetres quite unique in the B-segment offers particular benefits in practice. This is made possible by the compact design of the rear axle already featured in the current A4 saloon and tailored from the start to the specific requirements of the Avant and its luggage area. The luggage compartment of the new A4 Avant offers 52 litres more loading capacity than before, up from 390 litres on the predecessor to 442 litres. With the rear-seat backrest tilted forward, the A4 Avant even offers 1184 litres according to the ECIE standard without the rear footwells, or 1288 litres with the footwells. The new A4 Avant offers significant advantages over the competition also through its superior variability. The rear-seat backrest, for example, folds down in a 1/3:2/3 split. A dual-purpose cassette featured as standard at the rear of the backrest houses both the luggage compartment cover and the partition net between the passenger and luggage compartments. A particular point is that the entire cassette automatically folds forward with the wider part of the rear-seat backrest and can then be taken out conveniently through the rear side door. This provides a large loading area from front to rear and side to side: 1787 millimetres long and exactly 1000 millimetres wide, plus maximum height of 843 millimetres quite sufficient for transporting even bulky objects.

Beneath the loading area the Audi A4 Avant offers an additional storage compartment with a volume of 65 litres. And the entire floor of the loading compartment can be folded together, raised up behind the rear seats or removed entirely in order to use the full capacity of the lower storage compartment, too. Another innovation beneath the loading compartment is the plastic tray fitted firmly in the body for transporting dirty objects. With its firm and resistant surface, this tray is of course particularly easy to clean. A net on the left-hand side of the luggage compartment serves to safely take up small odds and ends. Then there is also a storage box with a folding cover on the left-hand side, integrated conveniently in the side panel. A 12V socket on the right-hand side, in turn, supplies power for a cooling box, for instance. The tailgate of the A4 Avant is also a clear pledge to consistent functionality. Opening to a wide angle, the tailgate can be closed conveniently both from the right and from the left thanks to the two grab recesses. The gas-pressure springs, finally, allow the driver to keep the open tailgate also in a low, intermediate position - simply ideal in a low garage.

Technical features: dynamic performance and superior comfort all in one

The new Audi A4 Avant. As with the saloon, state-of-the-art petrol and TDI engines ensure outstanding performance on the road. All of the petrol engines undercut the emission limit of the EU IV standard, all TDI engines remain below the EU III limit. Two newly developed engines represent the most modern, advanced highlights within the range of petrol units: the two-litre straight-four developing 96 kW (130 bhp) and the 3.0-litre V6 developing 162 kW (220 bhp). The 1.8T developing maximum output of 110 kW (150 bhp) and with qualities proven thousands of times, finally, rounds off the range of four-cylinders.

The range of TDI engines starts with the injector unit 1.9-litre four-cylinder lauded for its powerful acceleration. Maximum output is 96 kW or 130 bhp. Two V6 TDI power units displacing 2.5 litres are also available for the A4 Avant with maximum output of either 114 or 132 kW (155 or 180 bhp). And a particularly attractive combination of outstanding technologies is also making its world debut in the new model, the 155 bhp V6 TDI being the first TDI in the world to feature the continuously variable transmission multitronic offering a very special driving experience.

Fuel tank capacity up to 70 litres (quattro models: 66 litres) gives the TDI driver a cruising range of up to 1250 km (1.9 TDI 96 kW). The various models convey their power to the road either through front-wheel drive or with permanent quattro four-wheel drive. They are furthermore available with either five- or six-speed manual or the continuously variable transmission multitronic, Audi's revolutionary drive technology being introduced on all front-wheel drive versions of the A4 Avant as of 96 kW or 130 bhp. The quattro models, in turn, are available with five-speed tiptronic transmission.

The aluminium lightweight suspension sets the standard for the future. With unsprung masses reduced to a minimum, this chassis ensures outstanding behaviour and dynamic performance already praised warmly by motor journalists upon the debut of the saloon. In active and passive safety the Avant again offers the high standard the A4 saloon has already achieved. The Electronic Stability Program ESP 5.7 complete with hydraulic brake assist is featured as standard. Other standard features are side airbags at the front and Audi's SIDEGUARD head airbag system. Forming part of the comprehensive restraint concept, this system, together with the superior stability of the passenger cell, gives the A4 Avant its outstanding crash safety.

Interior and equipment: a real Audi

Inside the Avant, the architecture of the interior carried over from the saloon offers smooth, consistent lines drawn around the driver. The result is a "cocooned" feeling combined with a generous experience of space. The materials used, together with their finish, give the A4 a level of quality quite comparable to that of a luxury performance car. And the same features and qualities are boasted throughout the entire passenger and luggage compartment.

The new A4 Avant also sets the benchmark in its wide range of equipment. Apart from the standard fitments, the customer has many opportunities to turn the A4 into his personal dream car. These include the most advanced information systems such as Audi telematics as well as a wide range of function and comfort features for the interior. The exterior, finally, can be highlighted by a choice of 8 different wheels extending in size up to 7.5x17 (tyres up to 235/45 R 17) and by no less than 16 paintwork colours.

The A4 Avant can be ordered as of 11 June 2001, with deliveries starting in late September 2001.

The prices of the new Audi A4 Avant with petrol engine start at EUR 25,800 ( DM 50,460 ) for the 96 kW 2.0-litre model. The base price of the 1.9 TDI ( 96 kW ) is EUR 27,200 ( DM 53,200 ).

Audi 2002 A4 Avant--Driven by Performance, Versatility, and Style

AUBURN HILLS, Mich.--Dynamic performance and pure Audi design are as rewarding in the all-new 2002 A4 Avant as in the new sedan. The Avant adds to the depth of the A4 model range, bringing a new dimension of versatility, style and value. The new Avant is not just a version of the sedan, but a unique model, answering the specific needs of consumers.

Focusing on performance first, as with all A4's--the dynamic Avant is available in two engines: the 3.0-liter V6 producing 220 horsepower and the four-cylinder 1.8 T with a maximum output of 170 hp. This award winning 1.8-liter turbocharged engine has been one of Ward's Auto World's '10 Best Engines' twice, a remarkable accomplishment for a four-cylinder engine.

Like its sedan counterpart, the 2002 A4 Avant replaces last year's 2.8-liter engine with the all new 3.0-liter, weighing 44 pounds less. Standard with a six-speed manual, this V6 engine uses 6,300 revolutions per minute to produce 220 horsepower and a maximum torque of 221 lbs. ft. at a mere 3,200 rpm. All this is accomplished while complying with the strict standards of an Ultra Low Emissions Vehicle (ULEV) and achieving a combined EPA estimate of 20 miles per gallon.

With casting technology developed by Audi subsidiary, Cosworth Engineering, the all-new 3.0-liter engine is incased in a high-integrity aluminum cylinder block with cast-in, thin wall, gray iron liners resulting in a 44-pound reduction in weight. Continuously adjustable intake camshafts and two-stage adjustment of the exhaust camshafts benefit the engine's increased horsepower and torque, as well as reduce fuel consumption and emissions. A two-stage variable intake manifold enhances airflow as needed for optimal induction across the spectrum of rpm's and torque curves. A balance shaft integrated in the oil pump turns at crankshaft speed,but in the opposite directions, to effectively neutralize vibration.

The 2002 A4 Avant also is available with the first turbocharged engine to be ULEV certified, the 1.8 T. This sporty engine produces 170 horsepower at 5,900 rpm and 166 lbs. ft. of torque from just 1,950 rpm to 5,000 rpm, allowing the standard five-speed manual A4 Avant to go from 0 to 60 mph in just 8.1 seconds.

Established Audi engine technology utilized in both engines includes: five valves per cylinder for excellent 'breathing' throughout the rpm range, especially at the top-end; double overhead camshafts for direct-acting control of the individual valves; hydraulic valve lifters for quiet, low maintenance operation; variable timing of intake and exhaust camshafts to enhance engine breathing and combustion at different intervals in the rpm range; cylinder-selective knock electronic throttle control, sequential fuel injection, and adaptive engine control to permit safe operation on a wide range of fuel quality and octane levels; and a solid state, multiple coil electronic ignition.

Avant driving performance reaches new levels with the latest generation of aluminum intensive four-link front suspension and a new trapezoid-link rear suspension. This new aluminum suspension is more responsive and sporty while still providing the driver with control and passengers with comfort.

Both Avant models have quattro® as standard equipment and are available as five-speed automatic transmissions with Tiptronic®. Audi Tiptronic allows the driver to manually shift the vehicle without engaging a clutch and includes a Dynamic Shift Program (DSP), which selects from over 200 shift programs to match the driver's needs.

Through its dimensions alone, the new A4 Avant confirms the quantum leap from the 'OLD' to the new generation. Passenger comfort has been enhanced with an increase in height, width, and length, making seating for five passengers even more luxurious. With an overall length of 179 inches; the Avant strikingly integrates almost three inches of additional space to preserve the sporty muscular design of the sedan. Luggage capacity of 27.8 cu. ft offers more cargo capacity than its competitors.

In character with Audi tradition, safety is a priority. The 2002 A4 Avant comes standard with four-wheel ABS brakes, electronic brake pressure distribution for rear brakes (EBD), and Audi's Electronic Stabilization Program (ESP®). ESP® continually monitors the vehicle's stability and intervenes automatically if there is a risk of skid, while BrakeAssist enhances emergency braking power. In case of an emergency there is a warning triangle in the trunk lid and a first aid kit in the rear center armrest.

Front and rear passengers benefit from safety belts with automatic pretensioning, front and side airbags, as well as Sideguard™ head protection. The new Avant comes standard with three upper tether anchorage points in the rear seats with the option of having lower anchorage child seat (LATCH) provisions retrofitted by any certified Audi dealer at no cost. For additional protection, the Avant has two up-front crash sensors which have an integrated system of 6 sensors throughout the vehicle that can best determine the severity of a crash and better deploy technology designed to protect passengers.

As with any Audi model, the A4 Avant comes with an abundance of convenience features. Standard on both the 1.8 T and 3.0-liter quattro® Avant is the second-generation 150-Watt Audi Symphony radio with subwoofer, 10 speakers, and a six-disc in-dash CD changer. Also standard is a fully automatic dual-zone climate control system with solar and smog sensors, allowing the driver and front passenger to individually control their surrounding temperature.

Optional on the Avant is Audi telematics by OnStar® including a wide range of safety and convenience services. Also optional are xenon headlights with automatic self-leveling, rear passenger airbags, and Bose® Nd® 200-Watt premium sound system.

A unique option to the 3.0-liter Avant is Audi's Navigation System using GPS (Global Positioning System) to navigate by means of an informative display and turn-by-turn voice instructions. Also available is Parktronic™ a four-channel parking assistance system built into the rear bumper which activates when the vehicle is put in reverse.

The 2002 A4 Avant is covered by Audi Advantage, a peerless combination of warranties and protection. The vehicle is covered by a comprehensive, bumper-to-bumper limited warranty for four years or 50,000 miles, whichever comes first. During this time, all scheduled maintenance is performed at no charge. With 24-hour Roadside Assistance and a 12-year limited warranty against corrosion perforation, it is an industry-leading level of security and protection.

Audi is an international developer and manufacturer of high-quality cars. In the year 2000 the company sold more than 650,000 Audi vehicles worldwide, bringing in sales revenues of DM 39 billion. The Audi Group currently has more than 50,000 employees.

'quattro' is a trademark of Audi AG.
'Tiptronic' is a registered trademark of Dr. Ing. h.c.F. Porsche AG.
'ESP' is a registered trademark of DaimlerChrysler.
'SIDEGUARD' is a trademark of Audi AG.
'OnStar' is a registered trademark of General Motors Corp.

Audi A4 Just Keeps Getting Better
New Model Adds Ultra Low-Emission Aluminum V-6

Audi's A4, almost single-handedly responsible for turning the German auto manufacturer into a player in the U.S. luxury market in the 1990s, has undergone its first major redesign since 1996. The 2002 model offers a new 3.0-liter aluminum V-6 engine, which meets the Environmental Protection Agency's voluntary Ultra Low Emission Vehicle (ULEV) criteria, more aluminum alloy in the front and rear suspension systems, and a greater percentage of aluminum in the body.

The all-aluminum five-valve 3.0-liter V-6 replaces the previous model's 2.8 liter V-6. At 220 horsepower, the new engine adds 30 horsepower over the old 2.8-liter V-6 while, due to its aluminum block, sheds 44 lbs. Audi says it is also more fuel-efficient.

The 2002 A4's revised suspension system adds aluminum alloy to both the front and rear suspensions, resulting in a reduction by 19 lbs. of its four-link front suspension and reduced unsprung mass in the rear suspension.

The percentage, by weight, of aluminum, magnesium, and plastics in the new A4's body has increased significantly, with the proportion of steel and iron cut by approximately 7.5 from its predecessor. The company claims the new body is 45 percent stiffer than the previous incarnation.

All of which would appear to bode continued success for the A4 in its #1 export market (the U.S. and Canada), with the near-universal verdict on the new model being: bigger, lighter, more powerful, and better.

The A4 has led Audi's resurgence in the crowded and competitive small-luxury-car market. After bottoming out in 1994 with overall U.S. sales of 12,500, Audi introduced the A4 in 1995 and the model has sold more in each succeeding year.

In 2000, Audi sold 80,000 cars in the U.S.—representing 6.9% of the luxury car market—almost half of which were A4s. Through the first half of an otherwise sluggish year for auto sales in this country, Audi's sales were up 7 percent, and the company projected year-end sales of 85,000 cars.

’02 Audi A4 demonstrates German automotive engineering at its best

By Mary Griffin, Special Sections Writer

Every time I get behind the wheel of a German automobile, I remember my physics lessons from school. Speed, gravity, centrifugal force, all come rushing back to me as I think to myself that German engineers must moonlight as physicists. Either that or they’re born with an innate sense of how to make cars move powerfully and gracefully, yet safely. No exception to the rule, the 2002 Audi A4 is good ole’ German engineering at its best.

German Engineering 101

We’ll all see Audi’s new tag line soon: Never follow. As a company it has never done so. Technology has historically set Audi apart from other manufacturers.

Audi introduced ‘‘quattro’’ all wheel drive to the car-buying public over 20 years ago and has consistently lead the way in new automotive technology ever since. ‘‘Audi prides itself on cutting-edge technology,’’ commented Gary Greene, sales manager for Darling Ford, Volkswagon, Audi. ‘‘It defines Audi, and quattro is just one component of what Audi calls its DNA.’’

Another new development, which should be available to the public by the fourth quarter this year, is what Audi calls a continuously variable transmission. It’s not necessarily a new concept, Greene assured me. It’s just that no other manufacturer in any country has been able to perfect it yet. ‘‘The CVT will let your car perform like a standard shift, but offers the convenience of an automatic,’’ explained Green. ‘‘It runs on a large belt, giving you seamless gear shifting as you accelerate.’’ Greene commented that Audi expects CVT to have as much impact on the automotive industry as the quattro drivetrain did over 20 years ago.

There are other engineering feats that the Audi already features that make you feel as though you’re driving something way ahead of its time.

Standard on all A4 models, Audi’s Electronic Stabilization Program gives you increased traction, controlling the yaw factor. ‘‘It senses the car’s speed as it leans into corners,’’ said Greene. ‘‘If you’re taking it too fast, ESP compensates by decelerating and throttling down automatically.’’

Electronic Differential Lock, available on both Quattro models, transfers the traction not only from front to back, but from side to side when you need it.

Torsen center differential is another part of Audi’s DNA well worth mentioning. It’s also the heart of the Quattro drivetrain. In a way, it lets each wheel work independently when they need to. ‘‘Most cars compensate for loss of traction by shifting a percentage of its weight from front and back wheels,’’ said Greene. Torsen differential allows Audis to shift its weight percentage from side to side as well, making the ride much more stable.’’

Greene called the A4 sedan Audi’s ‘‘bread and butter’’ car, the ‘‘baseline’’ model that competes directly with the Mercedes D (or C?) class. With sticker prices starting at around $26,000, I see the A4 as having your cake and eating it too. It combines sound engineering, safety, luxury, and economy that normally isn’t found in just one vehicle. And it certainly isn’t found in this price range.

I happily drove the A4 1.8 T that sports a DOHC 4-cylinder, 170 hp engine. It’s a car for people who like the experience of driving. It’s for people who will invent road tests just because in an A4, they can.

I noticed the smooth shifting the the A4’s 5-speed manual transmission allowed, which is standard to all 1.8 Ts. That’s just the start. You can also opt for the 5-speed ‘‘Tiptronic automatic transmission’’ which gives you the control of manual transmission without the clutch. If you’re looking at a FrontTrack drivetrain, you also have the choice of Audi’s new continuously variable transmission.

Avid drivers would have a hard time choosing: the control of a manual, or the technology behind the CVT or Tiptronic? Either way, you will have a smooth drive.

I could feel the technology working as I drove the A4. The car takes curves and turns with agility. The car wasn’t going to give in to centrifugal force as it effortlessly kept its wheels on the ground. Like all Audis, the A4 gives you a level of control that you wont find on the highway now.

The technology Audi employs to achieve performance and safety allows A4 to compete more directly with SUVs.

The car’s interior, however, is nothing like a utilitarian vehicle. From its leather seats and steering wheel, to its sleek aluminum trim and Bose speakers, the interior looks smart.

Another part of Audi’s DNA is its Teutonic practicality. Form follows function isn’t just a cliche with this manufacturer. Look at an Audi dash board, and you’ll see every last luxurious feature placed conveniently around you so that you don’t have to miss a beat while driving. Practicality is evidenced again in the seat controls that are easy to reach and adjust.

New luxuries like dual climate control and an interior six CD changer are standard features, which make you feel as though you’ve bought a much more expensive car.

‘‘Line of sight’’ driver information is thoughtfully placed between the speedometer and tachometer, letting you know what radio station you’re listening to, your current mileage, when you’re due for routine maintenance, and more. Time and date are displayed digitally in the tachometer.

Greene said the car’s dimensions have grown, seating four adults comfortably. The car has also grown wider, which, as another manufacturer claims, is better. Dual exhausts have been added this year as well, providing increased horsepower. Given its power, I enjoyed a remarkably quiet drive, since road noise has been reduced in the 2002 models by simply adding retractable antennae.

For around $28,000, you’re getting a luxury car with legendary ingenuity.

2002 Audi A4

 

 

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Moving toward the front of the field.

For years the Audi A4 has been one of the best cars in its class. Completely redesigned for 2002, it gets even better.

Some 90 percent of the A4's parts are revised, and there are significant improvements across the board. The new A4 is the first luxury-brand automobile offering a continuously variable automatic transmission. Everything, from the cabin to the stereo to electronic controls to the V6 engine, is bigger, lighter or more powerful. Perhaps best of all, Audi promises to minimize price increases when the 2002 A4 reaches showrooms in October. Expect hikes of 3 percent or less.

It's no coincidence that Audi's resurgence as a luxury brand has run concurrent with the A4. This compact sedan has been Audi's bestseller since its introduction in 1995. A combination of thoughtful design, build quality, invigorating performance and sane pricing have made the A4 one of the most respected cars in a class that includes some of the best cars in the world. The redesigned 2002 model has exactly the stuff required in the fiercely competitive market for small luxury sedans.

 

Model Lineup:

Two A4 sedans are available, distinguished primarily by their engines: the A4 1.8T (expected to retail for about $25,300) with a 1.8-liter turbocharged four-cylinder engine, and the A4 3.0 (estimated at $31,250) with a new 3.0-liter V6.

Remember, the A4 is the entry-level car for a European luxury brand, so all are well equipped, with a full compliment of power amenities. The standard-equipment list gets even longer for 2002, adding sophisticated anti-skid electronics (called ESP for electronic stability program), dual-zone climate control with charcoal filtration, concealed headlight washers and a 150-watt, 10-speaker stereo with six-CD in-dash changer. Standard safety gear includes antilock brakes, dual front airbags that deploy at different rates depending on the severity of a crash, front side-impact airbags, and curtain-style head protection airbags on each side of the cabin. Rear side-impact airbags are optional.

Actually, when you add Audi's trademark quattro system to the standard front-drive A4 1.8T or 3.0, you have four distinct vehicle choices. Quattro is one of the most sophisticated all-wheel-drive systems going, and one of Audi's most popular options (currently $1750). Factor in optional automatic transmissions (currently $1100), and there are seven variants. A new six-speed manual for the A4 3.0 is offered only with quattro (all front-drive 3.0 models come with an automatic).

Initially, the new A4 will be offered only as a sedan. An A4 Avant, or wagon, based on the new sedan will follow within six months, while a twin-turbo S4 high-performance sedan will arrive within a year. In the meantime, Avants (both 1.8T and V6) and S4s based on the 2001 A4 sedan will be sold side-by-side with the new sedan.

Other popular A4 options: a convenience package ($500) that includes power glass sunroof, auto-dimming mirrors and built in Homelink garage door operator; sport handling suspension ($750-$950); a cold weather package ($600) that includes variably heated seats and a heated driver's door lock; full leather interior for the A4 3.0 ($1750); and Audi's GPS navigation system ($1,250). Option prices aren't likely to increase significantly. By calendar 2002, Audi will offer GM's Onstar telematics system, including emergency locating and lock-out service, accident alerting, theft tracking and various concierge services.

 

Walkaround

The 2002 A4 is clearly shaped in the signature Bauhaus style established by the larger A6 sedan. It's less angular than its predecessor and a bit more bulbous, in the smooth fashion of the A6. Its beltline is higher, its roof and side glass longer. From the headlights to the door handles to the rear bumper, flush is the theme.

Little chrome or other adornments detract from the A4's basic shape, and nothing interrupts the flow of its profile, not even an antenna. (Antennae for the radio, telematics and navigation systems are embedded into the rear glass.) The A4 takes familial Audi cues from both the TT roadster and A6, including a more prominent chrome-trimmed grille and notched-in flush taillights. In short, it's a particularly handsome car. Complaints? The new A4 may be too much the little A6, and not distinct enough it its own right.

The body panels cover lots of changes underneath. The new A4 is larger than the old by every dimension. Wheelbase increases 2.1 inches to 104.3, and length 2.7 inches to 179, for dimensions roughly comparable to the BMW 3 Series or Mercedes-Benz C-Class. The A4's unitized body and frame is 45 percent stiffer than it predecessor's, according to Audi, yet substantially lighter. There are more aluminum parts, and key joints are glued and welded for more strength and durability. The side windows are 3 millimeters thicker, which alone accounts for a three-decibel reduction in interior noise, by Audi's measure. We found nothing in our road test to discredit these claims.

 

Interior Features

The A4's slick new look includes smaller, sculpted side mirrors. They may be more stylish or aerodynamic, but from the driver's seat they offer a smaller viewing range. We're not fond of this trend.

This is a still a compact sedan, yet the new design makes great use of the floor space. Every interior dimension has increased, although it's most obvious in the back seat, where longer-legged passengers are less likely to feel their knees pressed into the front seat backs. There's room in back for three, with three-point harness at all positions, but average-size adults will feel much more comfortable with only two. The front seats adjust to accommodate people in the six-foot, five-inch range, and the view out is nearly unobstructed in every direction.

The theme inside the A4 is cool, efficient Audi, not overtly stylish in the manner of the TT. Materials look and feel richer than those in many cars in this price range, and trim matches flawlessly. A thick, grippy, leather-covered steering wheel and shift lever are standard, with a choice of fabric or leatherette (vinyl) upholstery. The cabin beltline is edged with aluminum in the 1.8T and real wood in the 3.0.

Switches could be larger, yet those most frequently adjusted, including stereo volume, are large enough. After a bit of familiarization, everything in the A4 is easy to find with minimal distraction, and nearly all temperature, ventilation and stereo adjustments can be completed with buttons on the steering wheel hub. Audi's red and white gauge lighting, its warning lights and LEDs, are among the sharpest, most readable going. Its radial sunroof switch is the best; turn it a quarter, half or full turn and the roof opens a corresponding distance. Flow-control switches on each dash vent are illuminated. Wipers make a final sweep several seconds after the washer button is released, cleaning droplets blown back up the windshield. If a long drive through Vermont's Green Mountains revealed anything to gripe about inside the A4, it's the seats. They are comfortable and supportive in nearly all circumstances. Yet a sedan this good should have buckets with more side bolstering to keep occupants firmly in the center.

The 2002 A4's trunk is among the largest in the class (13.4 cubic feet, compared to 10.7 in the BMW 3 Series and 12.2 in the Mercedes C-Class). Moreover, the lid swings high and backs for easy access. There are four tie-down hooks in the carpeted floor and a removable grocery net. The cold-weather package includes a nylon ski sack that allows snow skis to slide through the trunk and into the cabin without leaving a damp mess.

 

Driving Impressions

We tried all of the new A4s in the gorgeous Green Mountains, where the twisting roads climb up and down and are seldom clogged with traffic. Yet we spent the most time in the sportiest and-as in often the case-most expensive variant: the A4 3.0 quattro. It was a pleasant, thoroughly satisfying experience.

Audi's new 3.0-liter V6 is a big improvement (though the old one was already pretty good), and it makes the A4 one of the more powerful cars in the class. Displacement has been increased 200 cubic centimeters. The new aluminum engine block is manufactured using the latest casting technology for maximum strength and durability, and Audi remains the only luxury carmaker with advanced five-valve-per-cylinder technology across its product line. The company says the new 3.0-liter engine is more fuel-efficient and cleaner than the old 2.8-liter engine, allowing the 3.0 to earn California's Ultra Low Emissions Vehicle certification. Horsepower increases by 30 to 220 at 6300 rpm, while torque increases by 14 to 221 pounds-feet. For comparison, the BMW 330i and Mercedes C320 make 225 horsepower, 214 pounds-feet of torque, and 215 horsepower, 229 pounds-feet, respectively.

The first thing you notice at the wheel of the A4 is the engine. The 3.0 is smoother and stronger than the 2.8, and very even in its power delivery. Whether you're putting along in a residential neighborhood or wound up on an empty country road, there's a deep well of acceleration-producing torque. Even with an automatic transmission, the A4 responds immediately when you jab the gas pedal.

With the new six-speed manual, the A4 3.0 is more a match for BMW's 330i-long the performance benchmark in this class. Its gear ratios are nicely matched if you want to shift frequently and really work the engine. Yet the new V6 is flexible enough that you can choose a gear -- second, third or fourth -- and drive it about 80 percent of the time like an automatic, rarely changing gears. We'd guess that the 2002 A4 3.0 will hit 60 mph from a stop in a tick under 7 seconds. That's a bit slower than the 330i, but this new Audi is quick, and it's the fastest A4 yet. Rarely will you fall into the passive mode at the wheel. More often than not you'll want to stretch it.

If you prefer an automatic transmission, you'll have two options. A4s with quattro offer a conventional five-speed automatic, while front-drive models have the new continuously variable transmission (CVT). Until now, CVTs were reserved for economy cars, and unable to cope with the high torque of a V6 engine. Audi's CVT has an electric clutch (like that on a manual transmission, without the pedal). It's lighter than conventional automatics, with fewer working parts-and theoretically fewer things to go wrong. The practical advantage of a CVT? It provides the best transmission ratio for optimum performance or economy in any particular driving conditions. Audi claims that with the CVT, the A4 accelerates as quickly and gets the same mileage as an A4 with a manual transmission. (Fuel economy typically suffers significantly with a traditional automatic.)

Those claims aside, the CVT takes some getting used to. Its clutch can take a second engage, much like a torque converter that's slow to lock up. To the driver it can feel like sloppiness in the drivetrain. Depending on circumstances, you get rolling too slowly, or with a jerk, and working the throttle can require some practice. It's really a matter of getting used to different behavior. Audi has programmed its CVT with six pre-defined ranges, or gears, which can be managed by a Tiptronic sequential selector. Drivers can operate it like a conventional automatic with a sport shifter. Nonetheless, we recommend driving the CVT before buying it.

Whatever the engine/transmission combination, the A4 had plenty of punch to climb from the valleys into the mountains of southwestern Vermont. We never tapped the steering wheel impatiently, waiting for the acceleration to build. We were never anxious when we pulled out to pass an RV whose occupants seemed more concerned with the scenery than the task of driving. The A4's steering is quick enough that a lane change requires only a small turn of the wheel, yet it isn't twitchy to the point where every slight movement on the steering wheel jerks the car left or right, requiring correction in the opposite direction. The A4 turns into corners with authority, but not abruptly. Rarely will you find yourself correcting your trajectory once you've committed to a curve.

The A4's suspension has been revised throughout, but the most significant change is in the rear, where a sophisticated multi-link arrangement replaces the old torsion beam axle. This more compact rear suspension makes room for a larger fuel tank. More to the point, it keeps the rear tires in better contact with the pavement, particularly on bumpy roads, and it delivers an even better balance of crisp handling and ride comfort,

The A4's ride is firm, even without the sport suspension package; if you prefer soft and willowy, this may not be the car for you. We found the ride just about perfect: soft enough to soak up the bumps, never jarring, yet not so soft that the car seems to float over the surface with no feeling of control. Take a curve at a brisk clip and you'll feel firmly planted to the road, without the excessive lean that makes some sedans no fun at all to drive.

Audi's quattro is a full-time all-wheel drive system that automatically shifts power to the tires with the best grip. If the front wheels are slipping, quattro delivers more engine power to the rear, more effectively turning that power into forward momentum. Quattro does more than improve traction on wet, slippery surfaces, however. It also improves handling in all conditions, because if one or two tires lose grip in a turn, the car is less likely to fully lose traction and slide. The all-wheel-drive system is now coupled with an Electronic Stability Program (ESP), a computer-managed system that gently applies the brake at any one of the four wheels to help counter skids. All told, these systems make the A4 one of the most secure handling, confidence-inspiring small sedans in production.

We gave the brakes a good workout, too, on the road up and down Vermont's Mount Equinox, which happens to be the route for an historic hill climb competition. This road is a series of tight hairpin turns connected by straightaways, and you'd better be able to count on your brakes. The A4 has always produced some of the shortest stopping distances in its class, and the new one slows itself with the same authority. After repeated full-on stops, with little recovery time in between, there wasn't a hint of brake fade. That's reassuring. Further, Audi's ABS programming senses panic-stop situations, and applies maximum braking even if the driver hasn't fully pressed the pedal.

At a more leisurely pace, nothing about the new A4 stands out, with the possible exception of the V6, and that's good. Quattro, ESP, automatic brake proportioning -- all are seamlessly integrated, and usually transparent to the driver. In short, the A4 is a well-balanced machine that will hold your interest, in the manner of a good marriage. It's exciting enough to grab your attention in the short term and substantial enough to grow more attractive with time.

Among all A4s the 1.8T with FrontTrak (for front-wheel drive) is the best bargain, and it may be the spriest of the bunch. The turbocharged four-cylinder is noisier - rougher - than the V6, but strong enough for good acceleration, particularly with the manual gearbox. The car is 331 pounds lighter than a 3.0 quattro, and quicker to respond. The A4 1.8T delivers the luxury and performance of a true European sports sedan at a price that puts it in reach of many new-car buyers.

 

Final Word

The so-called small-luxury or near luxury or entry luxury or sports sedan market includes some of the best cars in the world, whatever your taste or preference. The status conscious can find a high-end nameplate in the $25,000-$35,000 price range. Driving enthusiasts get good performance in a practical package, and the frugal get most of the amenities and safety features found in large luxury sedans, with decent fuel economy and a much lower price of entry. The A4 covers all these bases and goes a step further with the option of all-wheel drive.

There are no less that 14 sedans in this category -- at least one each from Acura, BMW, Cadillac, Chrysler, Infiniti, Jaguar, Lexus, Mercedes, Saab and Volvo -- and sales are hot. Yet the competition is brutal, and yesterday's stars can quickly become today's has-beens. It's no fluke that the A4 has remained near the top in sales since its introduction seven years ago, and the 2002 A4 is a much better car than its predecessor.

Anyone shopping this class of automobile would be foolish not to take a long look at Audi.

Great companies make great cars, and vice versa. But it's Audi's attention to detail, the "little things" if you will, that really sets them apart from their ilk.

 

A Murphy's Law in the automotive world is that whenever the sun is in a driver's eyes, both the driver's and passenger's sun visors are of little help as the sun invariably seems to peek between them, just above the rearview mirror. Realizing this, Audi for years has put a small third sun visor in this area to solve the problem. And for years I've wondered why every carmaker hasn't followed suit.

 

"There are even lighted rear footwells," notes Senior Editor Andrew Bornhop. "When the rear doors are opened, lights on the lower sides of the front seats come on to illuminate the foot area." Clever.

 

But before getting too carried away with the well-thought-out nuances of the interior, let's take a look at the car from the outside in.

 

The new-look A4 borrows heavily from Audi's eye-catching A6. "The new A4 has loads of Audi character, yet it's different enough from the A6 to be its own car," says Executive Editor Doug Kott. "Smooth, modern contours with just enough angularity for interest."

 

Like the last-generation Mazda RX-7, the new Audi A4 "looks better in person than in photos," says Bornhop, though, as you can plainly see, photographer Barry Hathaway has done an excellent job capturing the highlights of the car's all-new look.

 

Thanks to the input of Cosworth Engineering (an Audi subsidiary), the block found in the new 5-valve, 3.0-liter V-6 engine is made entirely of aluminum. Taking up almost as much space as the 2.8-liter unit it replaces, this new engine is 44 lb. lighter. It employs a form of variable valve timing adjustment for better power production, fuel consumption and cleaner emissions. There's also a dual-stage induction manifold for more efficient air intake.

 

According to Audi, the 5-valve-per-cylinder layout is especially good at producing power at the top end. One would expect such sophisticated engineering in a high-tech engine to distribute sufficient power through a wide powerband, but this is not the case. "Typical Audi non-turbo powerplant," notes Bornhop. "Not a ton of bottom-end torque but enough up top, delivered very smoothly."

 

The standard transmission in the new A4 3.0 Quattro is a 6-speed manual. Gear selection is precise, with fairly short throws; a good but not great gearbox. Opinions among the editors varied widely on its operation.

 

"The gear lever is springy and somewhat clunky," remarked one editor.

 

"It's a slick-shifting linkage with an easy-to-modulate clutch," said another. "Sixth gear isn't just a fuel-economy gear; at 80 mph the engine turns about 3300 rpm."

 

Like the engine, the suspension has been heavily modified in both design and component material. Many of the parts found in the 4-link front suspension are now made of aluminum, resulting in the front suspension weighing 19 lb. less than the steel counterpart of the old car. The new car's trapezoidal-link rear suspension is identical to that found in Audi's top-of-the-line A8 sedan and also features extensive use of aluminum.

 

In function, form and quality of materials, Audi is designing what are among the best interiors in automobiles on the road today. The fits, the textures, the style leave little to be desired. Even the headliner looks expensive. Every piece feels unbreakable. The center console, with its all-button, no-dial layout looks good (especially lit up at night), but it requires some study to learn the placement of all those buttons. Separate dials for climate-control operation would go a long way toward simplifying an all-too-busy-looking console.

 

Returning to the theme of intelligent Audi design, another forward-thinking feature is the two red-colored mini spotlights that illuminate the center console. Completely unnoticeable from the driver's peripheral vision at night, they cast a soft reddish glow on your hand as you select buttons; clever and useful. The only other car that I've driven with this same feature just so happens to be the Audi A4's main rival (and our long-term test car), the BMW 330Ci convertible.

 

The Audi A4 Quattro's on-track manner is exactly what drivers familiar with the characteristics of today's all-wheel-drive sedans would expect. With several of us taking turns tossing the car around on an expansive parking area of the California Speedway, it was apparent that understeer is more noticeable because of the awd. Despite its understeering nature, the Audi A4 Quattro is very easy to control. You have to do something really silly to make the car go out of control and even then letting off the throttle or getting on the brakes slightly brings it right back.

 

The new A4 seems to lean a little more on the side of luxury cruiser than performance sedan, whereas the last-generation model was more of a sports sedan with some luxury touches. "This new car is probably a little bigger and heavier than the last one. The last-generation car felt sportier," says Road Test Editor Patrick Hong.

 

Dimensionally, the old and new car are nearly identical. Data from a comparison test in 1999 show an A4 2.8 Quattro to have an overall length of 178.0 in., width of 68.2 in. and height at 55.8 in. The new A4 3.0 Quattro's measurements are 179.0, 69.5 and 56.2 in., respectively. But, just as Patrick guessed, the new car has put on quite a few pounds: test weight came in at 3800 lb. as opposed to 3380 for the old one. This, despite the lighter aluminum engine block and suspension components. That's a significant increase, which may go a long way in explaining why Patrick experienced slight brake fade (our radar gun confirmed this), something we rarely see these days under similar conditions and circumstances.

 

Rear passengers will welcome the slightly increased length of the new A4. One of the few complaints with the long-term Audi A4 we had in 1996 was that while it provided adequate head room and width for those in back, the leg room was extremely confining. The interior packaging in the new A4 allows for much improved rear-passenger leg room, making the car more comfortable for all four occupants.

 

Strangely, it is now the front seating area that feels tight. "The tiny Smart car is roomier up front," says photographer Barry Hathaway, who lives in Europe most of the year and is familiar with many of the Continental minicars. It's not leg room that is affected but rather narrowness. The space between the door and side of the center console is narrow. In the many miles I logged behind the wheel of the new A4 Quattro, I found my left knee pressed against the door panel and my right one riding uncomfortably against the center console.

 

The new Audi A4 3.0 Quattro can best be summed up as leaning more toward the luxury than the sporting end of the spectrum.

 

But thanks to its richly appointed interior, competent chassis, superior build quality and good-looking exterior, the A4 may be the best car in its segment in terms of luxury for the money. As one editor succinctly put it, "The new Audi A4 is a mini-version of the flagship A8 — for half the price."

Reviews

2002 Audi A4 Avant     By Matthew Phenix   Smart, beautiful, and it cooks, too. Ann Arbor— We've always enjoyed the company of the Audi A4—particularly the stylish wagon. Competent and well equipped, the original A4 offered European breeding without the conspicuous-consumer vibe of a BMW or the tweediness of a Volvo. For 2002, thanks to a comprehensive redesign that has yielded improvements from bumper to bumper, the A4 Avant—following in the tracks of the smart new sedan—retains its stealth-wealth appeal.   Quattro all-wheel drive is now standard on all A4 Avants, and although the base engine is Audi's excellent 170-horsepower, 1.8-liter turbo four, it's the 3.0-liter V-6 that is the real powertrain news. The all-aluminum, 30-valve six produces 220 horsepower and 221 pound-feet of torque. It's smoother and punchier than the old 2.8-liter engine if still not quite as honey-toned as the straight sixes from BMW. The optional Tiptronic manu-matic transmission operates via the familiar plus-and-minus shifter gate or a pair of Porsche 911Ðstyle rocker switches on the steering wheel hub. Although generally fuss-free, the five-speed Tiptronic can be annoyingly indecisive during passing maneuvers, and dropping the throttle occasionally provokes embarrassing driveline thunk. For the Avant, the slick six-speed manual is the enthusiast's choice (1.8T buyers get a five-speed manual or the Tiptronic). Audi's clever Multitronic continuously variable transmission is—for now, at least—a no-show in the wagon.   The Avant has grown in every direction, and the cabin has swelled accordingly; it's airy and elbow-roomy now, something the old car definitely wasn't. Material quality and fit and finish are—no surprise—above reproach, bettering cars costing twice the A4 Avant's $28,295 base price. The cargo area is bigger as well (trumping the BMW 3-series and Mercedes C-class wagons). The A4's dainty derriere still doesn't invite really serious wagoneering, however.   All told, Ingolstadt's littlest Avant is again the prom queen of its class: lovely and talented if not exactly tack-sharp. It's the ideal lifestyle vehicle for image-conscious young strivers who think the term off-road refers to the Martha's Vineyard ferry.